Fuel-feed system



C. F. GREEN.

FUEL FEED SYSTEM. APPLICATION FILED Nov. I4.. I9IB.

1., 352, 1 2.3, PatentedSept. 7, 1920.

Fae/ fan/r Yum INVENTOR. r Char/es /r Gre en L A TTORNEY i provide a fuel feed system comprising ani improved suction-controlled apparatus inter-4 posed between the carbureter and fuel sup-` comprises certain novel features of con- UNITED STATES PArEfNi.oFFlcE.

CmnLEs'r-GEEEN or D`EEIANCE, onIo, Assrenon To INDUSTRIAL RESEARCHl ConronATIoiL or TOLEDO, on'ro, A yconronn'inoiv or' DELAWARE.

.FUEL-FEED SYSTEM. y

To all 'whom t may concern.'

Be it known that I, CHARLES F. GREEN, residing at Defiance, in the county of Defiance and State of Ohio, have invented cer- '5 tain new, and useful Improvements in Fuel- 'F eed Systems, of which I declare the following to be a full, clear, gnd exact descrip tion. y.

My invention relates to a fuel 'feed syslo tem andhas for its objecti to provide vimproved means for transferrlng fuel from a relatively low to a relatively high level, andi is particularly adapted for forcing fuel from the main fuel supply tank of a motor 15 .drivenvehicle to .the carbureter thereof.

A stll further object of the invention is to provide a combined and improved feed system for supplying both fuel and lubri cating material tothe engine of a motor 20 driven vehicle.

Another object of the invention'is to pro-l vide a pump' adapted to'be driven from the engine for supplying both fuel and lubrieating material theretf.

vA lfurther object of the invention is to provide improved means for maintaining ad .to be actuated in one direction by any s ultconstant level "of vfuelfin the carbureter or ybe fed to the engine.

A still further object of the invention is to ply source of an automobile engine, includ- 35 ing means to effect return through the connection between the supply source and car.- bureter of any excess fuel over and above the amount required to maintain a constant level inthe .carbureter- To these vand other ends the invention struction and arrangement of parts, as will be hereinafter more .fully described and claimed, `it being understood that various modifications in the present structure may be made without departingfromthe spirit vation illustratingt' e preferred manner of carryin out the'inventon. Y Fig. 1 is an enlarged sectional elevation Specification of Letters Patent.

Patented Sept. '7, 1920.

pplieaton led November l111, 1918. Serial No. 262,532.

through the carbureter and valves control- `the pump taken on line III-III of vFig. I.

Like reference' characters' indicate like parts in the several views of the drawings.v

Referring `to the drawings, il() represents a motor or engine having a carbureter 11 of Vany preferred type connected with the mainlow level fuel supplygtank 12, by

means of the conduit 13 from which extends the` pipeor` conduit 14' connected with "a pump 15, as shown in Fig. I.

The crank casing 16 which is preferably4 i used for holding a supply o'flubricating material for the engine, is connected with the intake side of the pump by means 4of the conduit 17 and valve casing 18, while duit l19 and threaded connection ,2O shown in Fig. Ill.

The pump 1s preferably bolted to the exterior o'f" the engine casing and provided with a cylinder or sleeve 21 projectinginwardly and carrying a piston 22 arranged ,the discharge side of the pump is connected with the engine proper by means of the conprovided with a plunger 25 on which is mounted a spring 26 serving to actuate the piston outwardly, after said piston has reached the limit of its inwardvmov'ement when actuated bythe cam. By this .means the piston is reciprocated in the oilreceiving chamber 27 of the pump into which lubricating material is drawn past the spring pressed valve 28 on the suctionstroke of the piston, and from which it is dis# .charged past the spring pressed valve 29 through the passageway 30,' connection 20, and conduit 19 to the engine to be circulated .therethrough back to the crank casing 16.

The plunger 25 is provided with an eX- tension forming a piston 31 adapted to be 'reciprocated in the bore, or recess 32 of the ump which communicates with the suction conduit 1 4 through the short pipe 33 screwed into thebore 32 of the ump.

The fuel receiving c amber 34 'in which.

-it is desired to maintain a constant head of fuel may form a vportion of the carbureter or may be an independent receptacle connected with the carbureter, but in the present instance it comprises the carbureter v float chamber having a fuel outlet passageway 35 connected .with any suitable type of vaporizing device such as that indicated at 36, which is preferably extended into the supply pipe or conduit 37 for supplying the 1s providedv with'a discharge valve 42 whichA is free to move therein a limited amount,

but which is intermittently held seated by means. which will presently be described.

The right-hand portion 43 of the four-way connection shown in Fig. II forms a valve casing for the overflow valve 44 which yis normally held seated by the spring 45 hav-- ing a greater resistance to compressionthan the fuel inlet valve spring 41. A- by-pass or overflow pipe 46 is connected at its upper end with the valve casing 43 by means of the coupling 47 and is connected at its lower end tothe fuel supply pipe 13 by means of the coupling 48.

The conduits 13 and 14 are connected with A. said four-way member by the couplings 49 and 50 respectively, as clearly shown in Fig. II,

Mounted in the\chamber 34 of the car bureter or vother receptacle is a oat 51 carried by the long arm 52 of the horizontally disposed lever pivoted intermediate 'its ends at 53, lthe short arm 54 of which is pivotally connected at 55 to a downwardly eX- tending rod or member 56 projecting loosely through a .guide 57` intothe valve chamber ,58 in which the fuel inlet valve42 is mount-- ed for intermittently closing the passageway 59 of. said four-way connection.

In the operation of my vimproved feed system f or supplying fue-l and lubricating material to the engine, upon rotation of the' Vcam 23, both the large and small pistons 2.2 and 31 will be reciprocated in their respecti've cylinders, suction being simultaneo'usly produced in the conduits 13 and 17 for llfting the lubricating mat-erial therein to the pump, in one case, and the fuel to the four-way casing in the other. On the compression lstroke ofthe piston 22 the ball valve 28 will remain seated and the ball valve 29 opened, at which time the lubri eating material is forcedfrom the chamber 27 through the passageway 30, connection 20, and conduit 19 to the e engine, from whence it finds its way back to the crank casing 16, or other suitable source which may be provided. Likewise on the compression stroke of the relatively small piston 31 the fuel which has been drawn into the four-way connection will be forced upwardly therefroml or forwardly in the sense of toward the chamber 34'through the passageway 59 past the ball'valve 42 andinto the fioat chamber 34. vHowever, when the fuel has'reached a predetermined level .in said oat chamber, the rod 56 will be moved down by the arm 54 of the float lever as the float is elevated by the rise of the liquid. in the float chamber. In this waythe valve'42- is intermittently held closed by the rod 56 but only momentarily, as the engine isconstantly consuming fuel from the chamber 34 and, therefore, the position of the float in the chamber will be changed from time to time within certain limits, although the vheight of the fuel in said chamber is maintained at substantially a yconstant level. For

the period of time during which the valve 42 is held closedl by the member 56 all of the fuel drawn into the four-way connection will be forced therefrom through they by-pass 46 andback to thel supply pipe-13, for the reason that. thespring 4 5 offers less resistance to the valve 44 than the float a'ctuated rod to the fuel inlet valve 42.

' In the claims I have referred to the check valve 42 as `the upper check valve, and to the checkvalve 40 as the lower check valve, and have defined both of these valves as opening upwardly and the check valve 44 as opening downwardly. I .desire to have it. understood, however, thatthe'se terms are intended to be construed in a broad sense, that is, in such a way as to cover the arrangement of valve 42 "and 40 as upon the sides of lthe four-.way passage toward andl `away from the float chamber respectively, and opening towardv that chamber while the i check valve 44 opens backward-ly or away from the'floatV chamber. .Whether the three valves be all arranged in one vertical plane .e

or not is immaterial, nor is it necessary that the check valve 40 be positioned be,- neath the check valve 42 so long as they ocnection 13 shown in the drawing.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is: Y

1'. A devicel ofl ithe4 class described com-v prising a receptacle having inlet and outlet passageways leading to and from the same,

a check'valve in said inlet passageway opening lin the direction of the receptacle, an arm pivotally mounted in the receptacle having a float thereon, a slidably mounted member pivotally connected with said arm and normally independent of'said valve and `adapted to hold the same closed when said 115 cupy ythe relative positions in the'pipe cohj v oat is moved vto a predetermined -position in said receptacle.

2. A device of the class described, comprising a receptacle having inlet and outlet passageways leading to and from the same, a check valve in said inlet passageway opening in the direction of the receptacle, an arm pivotally mounted in the receptacle having a float thereon, a rod pivotally connected with 'said arm adapted to hold said valve closed when said float is moved to a predetermined position in said receptacle, a

guide for said rod, and a vaporizer connected with said outlet passageway.

3. In a fuel feed system for automobiles, a low level tank, a high level receptacle, a pipe connection between the two, an upwardly opening vcheck valve in said connection between 'said receptacle and pipe, a second upwardly opening check valve below said rst valve and spaced therefrom, means for producing suction and compression impulses in the pipe between said check valves, a bypass around said lower check valve, Afioat controlled means for holding said upper check valve closed when the fuel in the receptacle reaches a predetermined level, and a downwardly opening check valve in said by-pass adapted to open only when said upper check valve is held closed.

4. In a fuel feed system for automobiles,

i a low level tank, a high level receptacle,va

pipe connection between the two, an upwardly openlngcheck valve at the junction of said receptacle and pipe, a second upwardly opening check valve below said first valve and spaced therefrom, means for producing suction and compression impulses in the pipe between said check valves, a bypass around said lower check valve, a movable element for holding said upper check valve closed, a float in Said receptacle for actuating said element when the fuel in the receptacle reaches a predetermined level, and a downwardly opening check valve in said by-pass adapted to open only when said upper check valve is held closed.

5. In a fuel feed system for automobiles,

a low level tank, a high level receptacle, a

pipe connection between the two, an upwardly opening check valve at the junction of said receptacle and pipe, a second upwardly opening check valve-below said first valve and spaced therefrom, means for producing'suction and compression impulses in the pipe between said check valves, a by-pass around said lower check valve, a verticallyl sliding element positioned above said upper check valve, a Hoat inl said receptacle,c0nnections between said float and sliding element arranged to cause the latter to descend and hold the upper check valve closedwhen the oat rises to a predetermined level, and a downwardly opening check valve in said by-pass adapted to openonly when said upper check valve is held closed.

In testimony whereof l 'affix my. signature. f v

, cuantas F. GREEN.' 

